Process of vaporizing liquids



C. D. MCCLINTOCK, DECD.

RIO GRANDE VALLEY BANK AND TRUST COMPANY, ADMINISTRATOR PROCESS 0F VAPORIZING L-IQUIDS.

APPUCATKN FILED SEPT. 5. 1918. v 1,363,136. Patented Dee. 21, 1920.

2 SHEETS*SHEET I.

Mg/@MAW PROCESS 0F VAPORIZING LIQUIDS. APPLICATION FILED SEPT. 5. I9IB.

Patented Dec. 21, 1920.

2 SHEETS-SHEET 2.

i@ l w UNITED STATES PATENT OFFICE.

CHARLES DAVID MCLINTOCK, DECEASED, BY RIO GRANDE VALLEY BANK &

TRUST COMPANY, A CORPORATION OF TEXAS, OF EL PASO, TEXAS, ADMINIS- TRATOR, ASSIGNOR TO H. R. MCCLINTOCK, OF EL PASO, TEXAS, TRUSTEE, OF SIX-TENTHS FOR` HIMSELF AND FOUR-TENTHS FOR MABEL BUCKINGI-IAM MCCLINTOCK AND ALDYTH MGCLINTOCK.

PROCESS OF VAPORIZING- LIQUIDS.

Original application ledDecember 7, 1'916, Serial No. 135,689. Divided and this application Serial No. 252,706.

tember 5, 1918.

To all whom it may concern Be it known that the Rio GRANDE VALLEY BANK & TRUST COMPANY, a corporation of Texas, having its office -in El Paso Texas, administrator of the estate of HARLES DAVID MCCLINTOCK, deceased, who invented certain new and useful Improvements in Processes of vVaporizing Liquids, describes the invention by the following specification.

This application is a divisional application of an original application filed December 7th 1916, Ser. No. 135,689.

This invention relates to improvements in process of vaporizing liquids and refers more particularly' to a process of vaporizing a hydrocarbon liquid such as gasolene or kerosene, and then properly mixing it with air to form an explosive mixture.

Among the salient objects of the invention are to provide a process in which the quantity of .fuel and air can be definitely regulated, and the ratio of one to the otherdefinitely determined; to provide a process in which a maximum efficiency of .explosive mixture can be obtained due to the independence and Selective control of both the fuel and air supply; to provide a process in which more efficient and complete vaporization of the fuel is obtained, first, by causing it to pass in finely divided veins to the mixing chamber, second by subjecting it to the action" of a turbulent stream of air before it reaches the main body of air, and third, by preliminarily heating it as it passes to said turbulent stream of air and before it reaches the main body of the air, whereby a homogeneous and dry mixture is obtained; to provide a process in which the feed of the fuel from the sup ply tank to the carbureter is controlled directly by the power impulses of the engine and independent of any gravity of pressure feed or other extraneous or interposed devices; to-provide a process of the character referred to.

Tn the presenet drawings we have shown the main views as applied to an internal combustion engine for use in motor cars and the like, although it is to be understood that in its broader aspects, the inventionis not limited to any particular or specific use.

Specification of Letters Patent.

Patented Dec. 21, 1920.

filed Sep- In the drawings:

Figure 1 is a vertical sectional view of la carbureter constructed in accordance with our invention showing the vacuum fuel valve partially open and the main air valve closed;

Fig. 2 is a rear end elevation of the construction shown in Fig. 1 with parts broken away and shown in section to bring out interior details of construction.

Fig.. 3 is an enlarged detail sectional view of the capillary nozzle.

Fig. 1 isa side elevation showing the device as equipped for use in motor cars;

Figs. 5 and 6 are detailV Sectional views of a further modified construction in which the diaphragm is mechanically regulated by means of a cam or other suitable mechanism.

In'the present invention the quantity of air and fuel can be regulated absolutely independently of each other and the ratio of air to fuel and fuel to air can be definitely and positively determined. This fact should be constantly borne in mind in reading this specification.

Referring now to the drawings- 1 designates a main body of the device having at its front side a fiange 2, and closed at its rear end by a cover or closure plate 4. Between the plate 4L and the main body of the device is interposed a flexible diaphragm designated 3. This diaphragm fits against a Seat 5, formed by a boss on the inner side of the closure plate 4. In a suitable aperture or recess of the main body of the device,l is rotatively mounted a vacuum valve 6, manually controlled and operated by lever 7. Between the diaphragm and the rear wall. of the main body portion is formed a vacuum chamber 8, which communicates with the atmosphere through a small ventor duct 9, it being understood that this duct 9 merely tends to prevent a back vacuum into4 the vacuum chamber 8 when the valve 6 is closed and acts to keep the balance in the vacuum chamber at zero or atmospheric pressure. Between'the rear face of the diaphragm and the inner wall of the closure plate 4, is formed the fuel chamber 10. This chamber 10 communicates as shown clearly in Fig. 1, with capillary tubes 11, seated in a suitable recess in the plate 4 and the tubes 11 in turn connect to a transverse duct 12, leading to a capillary nozzle 13.

Gasolene can be delivered to the chamber 10 through the supply duct 14 (see Fig. 1) formed in the plate 4 or a heavier' fuel such as kerosene can be delivered to the chamber 10 through duct 15. The supply offfuel through these ducts is controlled by a manually operated three-way valve 1G, of well known construction. In each of the fuel ducts 14 and 15 is interposed a check valve 17 toprevent such fuel as may be above the valve from owing back'to the supply tank. Supply tanks (not shown) are connected to the ducts 14 and 15 respectively through fuel lines 18.

Describing now the main air valve control- In the lower end of the main body 1 is mounted a slidable air valve 19, having an operating stem 2O and valve spring 21. The port A is formed in the main body l and a similar port A-A is formed in the sliding valve 19. In the drawings, the valve is shown as closed. It can be opened to any desired degree by the distance the valve stem is raised. At its upper end, the body 1 is provided with .an auxiliary air inlet B, which leads to any source of heated air supply, such for example, as air heated from the exhaust of the engine in the case of motor carl construction. At its front side, the flange 2 has a discharge port D leading to the engine cylinders. G designates the vacuum air port leadinguto the front side of the diaphragm and controlled by the valve 6 heretofore described. The carbureter initially can be put into operationby means of the priming cylinder 22, (see Fig. 2) having a piston 23 and connecting stem or'rod 24.

Referring again to the capillary nozzle 13, it has a tubular part 25 at its upper end and at its lower end longitudinally extending slots 26, cut inthe nozzle in such a way as to divide the liquid fuel into a plurality of thin streams, or veins.

Before taking up the operation of the device, We will refer to the modified forms of construction shownI in Figs. 5 and 6. Under certain conditions such as under slow moving engines, 'where heavy fuel is used it may be advisable to adopt a conical form of valve attached to the rear face of the diaphragm and moving with it. Such a construction is shown in Fig. 5, in which, to the diaphragm 8 is secured a conical valve 30, operated by the diaphragm and seating on the valve seat 5. As the construction is otherwise as heretofore described it need not be repeated in detail.

It may also prove advisa'ble on large engines, requiring large quantities of fuel and close regulation for a constant supply of fuel, to provide mechanical means for regulating the operation of the diaphragm. To this end a positive stop actuated by mechanical means and affording micrometric adjustment is provided. Such a construction is illustrated in Fig. 6. In this case, the valve 6 is dispensed with and the movement of the diaphragm is controlled by a cani shaft 27 having a cam 28 and al spring lever 29, which is directly acted upon by the cam and in turn impinges against the diaphragm. The rotative movement of the shaft 27 and cam 28 is accomplished through the medium of suitable leverage mechanism. There this style of contro] is used, the vacuum air ports C are made of ample size but not governed in any way by the movement of the shaft but are allowed to remain open. The vacuum vent 9 is a so not needed in this case. The action of t e spring lever 29 is away from the diaphragm 3 so that the cam acts merely as an adjustable stop under the running condition as well as a positive closing device.

It will be apparent from the foregoing that if desired the fuel control valves and the air valves can be operated manually independently of each other. In certain cases, however, as for example, in motor cars, it is desirable to control the fuel and air together from a single lever or throttle. To this end in Fig.v4, I have shown one means of connecting these two valves but in which the option to shutting off the fuel entirely is retained with the means for selecting and maintaining any desired ratio of fuel to air. The degree of richness of the fuel charge is easily adjustable and without disturbing the air valve.

Refering to Fig. 4, the air valve stem 20 is provided with a bracket or arm 31 securely fastened to and slidable with the stem. Connected to this arm 31 by means of a short link 32 is a slide lever 33. The slot 34 of this lever is engaged by sliding pin 35 made fast to the lower end of the long link 36. The lower end of this long link is slidable in the slot 34 by means of a rod 37, which is operated by suitable means from some point within easy reach of the operator, as for eX- ample at the dash of the motor car. The long link 36 is connected .at its upper end with the vacuum valve lever 7. It will be seen that any desired relative movement between the vacuum valve 6 and air valve 19 may be had by changing the position of the pin 35, or with the lower end of the long link 36 by means of the rod 37. It is apparent that if the pin 35 is placed at the point X (which is the hinge point in the slide lever 33) it will remain stationary and hold the vacuum v alve 6in its closed position, thus entirely shutting ofl| the fuel while at the same time letting the air valve 19 be moved freely. Any ratio of movement may be accomplished by moving the pin 35 from the point X toward the extreme position at Y. This position is shown by the dotted lines in Fig. 4, indicating that both the vacuum valve 6 and air valve 19 are opened. The foregoing arrangement permits the air valves. and fuel valves to be operated in unison but does. not prevent ready and independent control of the fuel and air supply or their ratio to each other.

It is to be noted that a diaphragm mounted in this Way and having a seat on one side in its normal plane cannot have a fixed vibration period. Under the action of atmospheric pressure on the fuel side and intermittent periods of partial vacuum on the vacuum side, such partial vacuum being caused by action of the engine, the diaphragm will move away from its seat 5 to return immediately; vibrating only once for each inspirating impulse. It is further to be noted that the lvacuum produced by the aci tion of the piston of a gas engine is nearly constant at normal speeds and that the vibratory movement of the diaphragm is controlled by the degree to which it is exposed to the vacuum. Closing the valve 6 entirely stops the'movement of the diaphragm and no fuel is delivered to the fuel chamber as when the diaphragm is seated on the seat 5, the capillary tubes a-re out off from communication with the tubes 14 or 15. Opening the vacuum val\e 6 causes the diaphragm to move outwardly and away from its seat producing a similar vacuum in the fuel chamber l0. `It will be/understood that the vacuum which is thus produced in the fuel chamber cannot act to draw the fuel from the lines 1l, 12 and 13, because that line is affected by the same vacuum force going in the opposite direction or away from the fuel chamber. l

The movement and quantity of fuel is regulated by the degree of movement of the diaphragm, which is directly controlled by the Vacuum valve 6. The effect of the vacuum in the fuel chamber 10, aided' as it is by the second vacuum acting through the lines 11, 12 and 13 is to draw fuel from the fuel tanks through the ducts 14 and 15 to the valve 16, check valve 17 and fuel lines 18. ln this way, the carbureter is supplied With fuel and regardless of where the supply tank may be located. The function of the small check valves `heretofore referred to is to prevent the liquid drawn into the fuel chamber 10, from returning to the fuel tank. In operation these small check valves 17 are assisted by the action of the capillaries Which of course possess the property of resisting the action of gravityflto a considerable extent. They are still further assisted in action by the inertia of the liquid column, moving as it does practically continuously in one direction. In addition, When'the engine is stopped the diaphragml resting on its seat 5 becomes an effective valve to aid the small check valves to perform their function.

No fuel will enter the fuel chamber except through the vacuum action even if the fuel tank be placed considerably higher than the carbureter. This results from the fact that the diaphragm performs the function of a holding valve on the seat 5 due to its tension when at rest and further due to the fact that the opening through the seat 5 is very small. This obviates the necessity of any float valves or similar devices.

The capillaries perform another function ,than so far described. Besides possessingl the property of sustaining a liquid against the action ogf gravity, they are able to generally steady the flow of liquid and prevent spurting, and the nozzle 13 has the still other valuable feature of dividing the liquid into several 'small thin veins or streams, thus obtaining the maximum surfaces for exposure to the heated air. It will be noted that the nozzle 13 extends intoy the path of the heated air current entering through the port B. The fuel may be said to run on the outside of this nozzle 13 instead of through it. This feature is important inasmuch as it is highly desirable to as thoroughly vapor- 9 ize the fuel as possible before it meets and is co-mingled with the main air current.

1We have heretofore referred to the vent 9 which is provided to establish a zero puressure point (atmospheric pressure) from Which the vacuous condition may be gradually brought aboutl by the opening of the vacuum valve 6. This action may be more fully understood if we start from that settino' of the vacuum valve shown as closed in ig. 4, when the vent 9 is opened to the atmosphere and no communication is'provided between the engine` and the vacuum chamber; novi1 if We open the vacuum valve a little the diaphragm is not affectedl because the vent 9 is still large enough to maintain atmospheric pressure in the vacuum chamber. A further opening ofy the vacuum valve Will overbalance this condition and the diaphragm will come under the influence of the vacuous condition in Whatever degree the vacuum valve may be opened. This arrangement aifords a very flexible but-positive beginning point from which to regulate the movement of the :diaphragm and through it the quantity of the fuel charge. This vent 9 Aalso prevents the retention of a partial vacuum in the vacuum chamber after the valve 6 is closed.

The action produced by the diaphragm is that of a positive pump with the capacity for minute adjustment of stroke. The small air port at B is fixed and will admit sufficient heated air to vaporize and draw the fuel and operate the engine at very light 4o main air and quantity of fuel independently loads or idling. The major portion of air needed to support the combustion is of course regulated by the valve 19. The valve itself is perm-itted a slight independent movement to steady the velocity through the action' of the spring 21. A feature of this air valve action is that it may be opened to its full capacity With the fuel shut off, thus allowing a free entry of pureair into the cylinders, cooling and cleaning them and permitting the engines to turn over with great freedom.

In its broader-aspects the invention is not limited to any details or steps in the process, except insofar as the same may be specilically limited in the appended claims.

We claim as our invention: l

l. A process of producing acombustible mixture for internal combustion engines, consisting in drawing fuel to a fuel chamber, positively controlling the amount of said fuel charge permitted to enter said fuel chamber by the vacuum action from the cylinders acting upon a fuel' feed valve, causing said fuel charges to pass in aifinely di- 'vided condition into a 'heated turbulent air current, co-mingling such mixture with a regulated main air supply.

2. A process of producing a combustible mixture for .internal combustion engines, consisting in drawing fuel to a fuel chamber, positively controlling the amount of said fuel charge permitted to enter said fuel chamber by the vacuum action from the cylinders acting upon a fuel feed valve, causing said fuel charges to pass in a finely divided condition into a heated turbulent air current, co-mingling said fuel with a main air supply and regulating the quantity of by, controlling the vacuum action of the en gine which mechanically governs the fuel intake, causing said fuel to pass in a finely divided condition into a heated air current, co-mingling such mixture With a main air supply and finely delivering same to the engine cylinders.

. et. A process of producing a combustible mixture for internal combustion engines consisting in permitting positively regulated quantities of fuel to enter a fuel chamber, by concentrating. the Vacuum action from the cylinders upon a diaphragm valve, causing said fuelto pass in a iinely divided condition into a heated turbulent air current,

co-m-ingling said, finely divided fuel particles With the mainlair supply and' delivering the same to the engine cylinders.

5. A process of producing a combustible mixture for internal combustion engines, consisting in mechanically controlling the fuel intake to the mixing chamber, permitting fuel to enter in regulated quantities only on the suction strokes of the engine cylinders, causing 'said fuel to pass in a finely divided condition into a heated turbulent air current, co-mingling such mixture with a regulated main air supply. 6. A process of producing a combustible mixture for internal combustion engines, consisting in directly drawing from the source of supply quantities of fuel into the fuel chamber, manually` controlling at all times by separate and distinctmeans, the quantities of fuel and air permittedto enter the mixing chamber, co-mingling the fuel and air in said mixing chamber and delivering the same to the engine cylinders.

7. A process of producing a combustible mixture for internal combustion engines fuel chamber from the vsource of supply,

'manually regulating at all times by separate controls the quantities of fuel and air permitted to enter a mixing chamber, causing said fuel to pass in finely divided condition into a l.heated turbulent air current on entering the mixing chamber, co-mingling such mixture with the regulated main air supply and delivering the final mixture to the engine cylinders.

[1.. s.] RIO GRANDE VALLEY BANK- & TRUST C0.,

By W. COOLEY,

President, W. PUTNAM,

Asst Cashier, Administrator of Charles David McClintock, de-

ceased'. 

